Variable gauge motor car



Feb, 4, i947. D, RICHARDS 2,415,219

VARIABLE GAUGE MOTOR GAR r 4Filed Nov. 1o, 1945 e sheets-'sheet 1 Feb., 4, W4?, D, mcs-Ams 294159219 VARIABLE GAUGE MOTOR CAR I med Nov. 1o, 194s e sheets-sheet 2 www* QWN www www Fh. E94?, n. RICHARDS 2,4l5529 VARABLE GAUGE MOTOR CAR Filed Nov. l0, 1943 6 Sheets-Sheet 5 Feb, 4, 14?. D. mcs-mans f 2,415,219

VARIABLE GAUGE MOTOR CAR Fledv NOV. l0, 1943 6 Shercs-Sheet 6 Patented Feb. 4, 1947 VARIABLE GAUGE Moron CAR Dwight Richards, Harvey, Ill., assignor to The i Buda Company, Harvey, Ill., a corporation of Illinois Application November 10, 1943, Serial No. 509,716

` Claims. l

My invention relates to variable gauge motor cars `and more particularly to variable gauge motor cars of the kind intended to operate on the rails of railroad tracks.

An object of my invention is to provide a variable gauge motor car which may be easilyand quickly adjusted to different railroad gauges so thata single motor car may be readily converted to operate on any of the principal standard gauge railroad tracks of the world.

Another object of my invention is to provide a new and improved variable gauge motor car which is adapted to be used on railroad tracks having different gauges and which may be repeatedly and easily adjusted to the different gauges of the tracks over which it operates.

Another object of my invention is to provide a new and improved adjustable gauge motor car which is of simple and inexpensive design and which has a minimum number of different parts.

Another object of my invention is to provide a new and improved variable gauge motor car wherein adjustment to different track gauges does not change the driving connections between the engine and the car axle or axles.

Another object of my invention is to provide a new and improved variable gauge motor car wherein adjustments to conform to different track gauges do not interfere with the adjustment or arrangement of the braking mechanism.

Another object of my invention is to provide a new and improved variable gauge motor car` having a maximum number of interchangeable parts whereby repair and replacement problems are simplified.

Another object of my invention is to provide a motor car having new and improved means for maintaining proper alignment of the wheels and axles relative to the body ofthe car.

Another object of my invention is to provide a motor car having novel means for adjusting the driving connections.

`Another object of my invention is to provide a motor car having new and improved means for steadyirig the axles against the thrust of the driving connections.

Another object of my invention is to provide a variable gauge motor car which may be operated, adjusted to diierent gauges of track, serviced, and repaired by people of limited mechanical experience and ability.

Another object of my invention is to provide a. variable gauge motor car which is sturdy and rugged and requires a minimum of` attention.

`Other objects and advantages will be come apparent as the description proceeds.

In the drawings:

Fig. l is a side elevation of a preferred embodiment of my invention;

Fig. 2 is a bottom plan view'of the'mlotor car shown in Fig. 1`; l

Fig. 3 is a rear view of the motor car of Fig. v1; Fig. 4 is a partial side elevation on an enlarged details 'of scale with parts broken away to show construction; i

Fig. 5 is apartial, sectional View taken on the line 5-5 of Fig. 4; i

Fig. 6 is a partial, transverse, sectional view through one of the wheel bearings and associated parts and is taken on the plane-of .the` line 6 6 of Fig. 2, butshows the parts in upright position; Fig. '7 is a sectional view through an axle steady bearing and associated driving mechanism` and is taken on the line 1-1 of Fig. 2; A

Fig. 8 is an irregular, generally transverse'sec tion showing part of the driving connectionsand` is taken on the lines 8-8 of Figs. 2 and 9;

Fig.` 9 is an end view of the mechanism shown` in Figf8 and is taken looking in the direction of the arrows 9 9 of that figure; i o

Fig. 10is a partial, diagrammatic view showing the position of the wheels and side frames when the motor car is adjustedior a track having a 66 inch gauge;

Fig. 11 is a View similar to Fig. 10, Abut showing the lposition of the parts'when themotor caris adiusted for a track having a, 561/2 inch gauge?? Fig. 12 is a view similar to Fig. `10,` but showing the position of the parts when the motor car is adjusted for a track having a 36 inchgauge;

Fig. 13 is a` partial en'd elevation showing the position of the wheels and associated parts when the motor car is adjusted for a'track havinga Q 36 inch gauge; i I

Fig. 14 is a partial viewv similar to Fig. `13, butshowing the motor car adjusted for a track havor superstructure, indicated generally byreference numeral 26 in Fig. 3, is carried on the main frame 20.` This superstructure maybe `in the form of a unitary body which is bolted or otherf Wise detachably secured to the frame 2Q, or this superstructure may assume thejform vofl a plu- Y rality of independent parts separately attached to the main frame in any,` suitable manner.y "This body or supersructure may be of any suitable design intended primarily to carry either men or materials, or both men and materials as desired.

The main frame 20 comprises a pair of longil tudinally extending channel members 28 and 30 and main transverse channel members 32 and 34 attached to the ends vof .the channel.members"f` and 30. In addition to the channel members 32 and 34, the longitudinally extending channel members 28 and 30 are connected by cross mem-` f bers 36 and 38. Webbing 40 and 421..connects.the. rear ends of longitudinal channel members 28and 30 lto the rear transverse channel member 34.,to stiffen the frame and hold thelongitudinaland transverse channel members at right angles to each other. Outwardly extending arms. 44, 46. and 48 are attached to the longitudinalch'annel member 28 and similar arms 50, 52 and154hare' attached to the longitudinal channel member 30.

yI[he...r.f1ain frame 20a-is: provided with couplers 56 yand 58 for attaching the motor.:car1to.one or more: trailersto `.be pulledthereby. The transverselyextendinguchannel members 32 and 34 are also Iillustra-ted as being provided with brackets 60 for supporting the body or parts ofthe su-perstructure. The various part-s of the main frame thus far described are preferablywelded together` to .-form .afuntarystructure although the several parts of this framefmay be :bolted Aorrivetedto eachother, if preferred. A handle62 is mounted in each end of'V the mainframe byfmeans of arms' at0rs68 locatedat the" forward end'offther'motor' car.V Iheenginet-is connected' to avariable speed transmission 4='|0 through theusual clutch 'located in .a-. clutchhousingf`|2e This 'clutch -is controlled Such' extensible theusual'gear.- shift lever '|62'.V lnfFig.. 1,---1 have shown arconventional spark control .lcand acon-V ventional throttle control v8|J-convenientlyflocated in front of the operators seat 82, .beneath Whichry isflocated atfuel tank: ^84connected;to. thev engine carburetorfinthe usualimannere. A-starterbut ton 86 is located adjacentwthetoperators seat and. thefrear wall88 4offthe'feng-inef. enclosure may-'be provided:A with` theV usual temperature.- and-r oilr y gauges and other instruments commonly usedfin vehicles ofthis typer Akbrakelever -90.-isalso located adjacenttheoperators seat-82.

A'. reversing mechanism. 92 is-mounted on: the-` main Vframe 2|)x and-isf` interposed :in driving--rela` tion between. the .transmisson..'|0-fand av driving shaft l 94 carrying sprocketw-heelsf.- 96` andl 38. A linkage-I 00. connects thee reversing: mechan-isml f32 with a reversing., lever. 02 f located adj acent .the .A

operatorsaseat...

Acounter shaft 04 .is .alsocarried- -by the main. frame. and hasaf sprocket` wheel. |06 driven .by a.I chain 08.-.from sprocket .Wheel 96 lon .drive shaft 94. Thisfcounter shaft is mounted. in Jroller bearingsel |0.(Fig. 8) andeach. of .these .rollerfbearings f.

spectively, inthe .bracket whereby.. the.-4 pedestal 4 H2 may be moved longitudinally of the inclined face of its bracket when the bolts H6 and H8 are loosened. yEach pedestal: H2 'isa' held Vin adjusted position relative to its bracketv H4 Vby screws |24 and |26 located, respectively, in ears |28 and |30 of the bracket and secured in adjusted position by lock nuts |32 and |34.

Each Vbracket H4 is secured to one of the longitudinallchannel members 28 or 30 by pairs of bolts |36 and|3ll passing through slots |40 and |42, respectively,I in the upper end of a bracket H4, whereby such bracket may be moved longitudinally of its supporting channel member when thefbolts'lS and |38 are loosened. Each bracket H4 yis held in longitudinally adjusted position by, screws. |44 and |46. mounted, respectively, in

cars |48 and. lattached to the .asscciatedchann nelfmembers 28 or.30l..The screws|44 and |46 are held in adjusted position by lock. nuts |52r and. |54.

Adjustmentofthe movable brackets H4 1ongitudinally of the channel members 28and 30 is primarily for'the purpose of'spacingthe sprockets 96 and |06 properly, to give the Vdesired tension on the chain |08 and to. take up Wear. inv this chain and these sprockets. The adjustment of the pedestal H2 .alongthe inclined faces of thel bracketsr H4,f on the other hand, is intended primarily to position the sprocket wheel `|56 the proper-distance from the sprocket Wheel Y|58 on front driving axle. |60' to givethe proper slack in the chain |62 whichconnects these sprocket wheels. As most clearly` shown in Fig. 8, both of the sprocket wheels |66.and |56 carried by the counter shaftlll are mounted on a hub |64 having a key |66 which causes this hub to rotate with the counter shaft. A set screw |68 prevents movement of the hub |54 axiallyrof the shaft |64.

The'sprocket wheels |06 and |56 are secured to the hub |64 by a plurality of boltsy |13 and each of these sprocketlwheels, as well as each of the other sprocket wheels used in the motor car, is preferably formed in two parts wherebyd any sprocket Wheel can bereadily removed land a new sprocketwheel substitutedy therefor without disassembling theA shaftY or axle upon which saidsprocketl wheelis mounted. A chainV |'s'2 connects thesprocket' Wheel 08 of the driving driving' axle 16;

Wheels of the vehicle, the'counter shaft |04 vand chains'land' |62 may be omitted.r

Each side or'wheel' fram`e-comprises alongitudinal channeizmemb'er |'|8\anfd a skid railgli attached thereto by; fouruprights |82, |84, 86 ancl |88, Fig. 1.. A front wheel/pedestal or'axle box |90, Fig. 2, is securedf. to each longitudinalv channel HD by bolts-|92fand a-rear wheel pedestal |94 is similarly-'secured to each longitudinal channel llbybolts |66. The pedestals |90 and'Y |94 are identical and are best shownV in Figi 5'; Each pedestal contains a pair of ballsbe'arings |98V and .200 rotatably supporting a load axle '232. ,which is'retained against displacement from itspedestal by shoulder 20|-and nut 203. Each load axle has a tapered end'204 supportinga wheel; hubV 206 which is held in non-rotative relation` to the axle casting 202-'by,avnut 208 threaded.- onto-the extremeYV end'of the load'axleand secured in place by a lock'screw 2||l positioned in a split part of the nut 208-.

A tapered insulating sleeve 2|2is preferably interposed between thehub 206 and Vadjacent portion of the load axle 202.and asteel .washer Where itV is unnecessary' to' vdrive through the front Wheels and' thel rear' 2|4 and insulating washer 2|6 are preferably interposed between the nut 208 and adjacent end of the hub 206. A light weight wheel 2|8 is secured to the hub 206 by bolts 220 and is insulated from the load axle by sleeve 2| 2 and washer 2 |6. Sealing rings 2|8 and 2|9 are pref erably provided to prevent escape of lubricant. A "spacer I222 is located between the bearings |98 and 200.

Each load axle 202 is broached to provide a square opening therethroughto receive one end of one of the driving axles |16 or |60. These driving axles are of the same size and in the particular embodiment shown are formed of square bars -11/2" `on each side and 661/2 long. The front driving axle is heldin place by a pair of collars 224 each of which abuts one of the wheel pedestals |90 and the rear driving axleV is similarly held against axial movement by a pair of collars 226 each abutting a wheel pedestal |94. The driving 'axles are `freely slidable in the breached opening in the load axles, these broached openings "being interrupted by cylindrical enlargements 228 (Fig. 6). The "central portion of the rear driving axle is braced against the pull of chain |12 by a steady bearing indicated generally by reference character`230. Thisbearing is shown in detail in Fig. 7 and comprises 'a hub 232 afxed `to the drivingaxle by a pair `of set screws 234. The two halves of the sprocket wheel |14 are attached to this hub byfbolts 236. The hub 232 carries the inner race of a ball bearing 238 whose outer race is carried by a housing 240. A ring 242 closes the left hand end of the housing and sealing rilngsq` 244 and 246 prevent escape of lubricant therefrom. A spacing ring 248 locates the outer bearing race in the housing 240. a

The hub 232 is located between a pair of clamps 250 and 252 and thrust Washers 254 are interposedibetween the hub and these clamps. The housing 240 has an integral boss 256 (Fig. 2) connected by an `adjustable thrust member 258 andpin 260 to ears 262 secured to the frame cross member 38. i The pin 260 may be held in place by a cotter vpin which is readily removable to permit removal of pin 260 and adjustment of the length of the thrust member 258 whose detailsbf construction will be more fully explained in the description of the front' driving axle. Y

The front driving axle |60`is provided" with a.`"`st,ady bearing 264 which is identical with the steady ybearing 230. The bearing 264 is located between a pair of collars 266 and 268 and thrust washers identical with the thrust washers 254 are preferably interposed between these collars and the hub of the steady bearing 264. The housing of this bearing has an integral boss 210 (Fig. 4) into `which one end of a stud 212 is screwed and secured by nut 214. 'The other end of stud 212 is screwed into a sleeve 1216 which threadedlyl engages the end of an eye 218 hel inadjusted'position by nut 280. A

" 'A pin 282 attaches the eye 218 to a bracket 284 provided by the frame crossmember 36. The pin 282 is held in place by a cotter pin and can be easily removed, whereupon the eye can be adjusted lengthwise ofV sleeve 216 after first loosening'nt 28|).` When the connection has `been lengthened or shortened the desired amount, the nut280 is tightened and pin282 reinserted to attacn'eye 21s to'braeket .284. wm1e the connction between the car frame and the front steady bearing under tension f 'and the?A corr-A steady bearing for the channel |18 of each side frame has a pair of brake shoe supporting links 286 `pivoted thereto by pins 288. The lower end-of each vlink isz pivotally attached by a Apin 290 to a brake shoe 292. The brake shoes 292 are urgedagainstthe wheels by thrust members `294, each of which is connected at one end to a` pivot pin 290 and at thelother end to a pivot pin 296 carried by a pair of Aspaced triangular plates 298 `which receive the ends of the thrust members 294 therebetween. The thrustmembers '294 and plates 298 consti tute a toggle which is operated by an arm -300 to apply and release the brake shoes 292. The arm 300 is integral with a sleeve 302 having a; square opening broached therethrough for slidably receiving one end of a brake rod 304. i The brake rod 304 is a square bar of the samel size and length as the driving axles and |16 and i`s` interchangeable therewith. This brake rod is mounted in bearings 306 and 308 bolted to the channels 18 of the side frames 22 and 24, respectively, and in a bearing 3| 0 attached to the longitudinal channel 28 of the main frame. Collars 3|2 and 3|4 hold thebrake rod 304 against longitudinal movement. The lowerend of the Ibrake lever 90 is provided with a square opening slidably receiving the brake rod 364 and is affixed thereto by a set screw 3|6. Thisileve'r is provided with a pawl 318 (Fig. 15) Which engages the teeth of a curved plate 320 bolted in spaced relation to the longitudinal channel 28. The lpawl 3|8 is controlled by the usual link 322, handle 324 and spring326 attached to the brake lever 90. i

The side or wheel frames 22 are bolted to the main transverse panel members -33 and 34 of the main frame. The side frame `22 .isalso bolted to outwardly extending arms 44, 46 and 48 provided by the mainframe, and the side frame 24 is likewise bolted to arms 50, `52and 54 attached to the main frame.V As clearly shown in Figure 2, the channel member-s 32 and 34 are provided with oppositely extending series of bolt `holes 330 and 332, respectively, whereby the side frames 22Vand 24 may be spaced :atdifferent Vdistances to accommodate the motor car.

for use on railroad tracks of dilerent gauges. Each of the mainframe brackets is also Aprovided with a similar series of bolt holes 334. The longitudinal channels |18 of the side frames have elongated -bolt holes 336 spaced lengthwise of their upper flanges, whereby the upper flanges of the lchannel members |18 may be attached' to theltransfer channels and arms of the main frame by bolts 338. Each side frame is also braced by five angular gussets 3,40 secured by bolts 342 to theweb of a channel member |18. Each of these gussets is secured by a bolt 344 to one of the transverse channels of themain frame or` tooneof the arms provided by this frame.

In the position of the side frame shown lin Figure 2, two of theigussets 340 for each side frame extend inwardly from this frame andthe other three gussets extend outwardly therefrom. The same arrangement of gussets is true fonthe side frame 24. As shown in Figure 2', theimotor car is 'adapted foruseon a railroad track of 5611/2 inch gauge and Figures VZand 6,` inithis Thisv latter gure is one of a series comprising Figures I10, 11 and 12, diagrammatically showing the arrangement of the gussets 340 for different positions of the side frames.- In Figure 10,( the side frames are arranged toadapt the motor car for -useon a railroad track of y66 inch gauge and in ythis positionof the side frames all -of the gussets '340 are on the innersidesof these frames. When the side frames are adjusted for either a 561/2 inch gauge or a 48 inch gauge, part of the gussets are preferably located outside of each side vframe and the alternating` gussets are on the inside of these frames, as shown in Figure 1-1. When the side frames are adjusted for a railroad track of either 36 inch or 39% inch gauge, al1 of the gussets are located outwardly of the side frames, as shown in Figure 12.

I have provided special means to insure proper alignment of the right hand and left hand wheels for all different positions of the side frames. Each side frame has a bracket 346 (Figs, l and 4) secured to the iront and rear of its channel member IIS. rl'he forward bracket 346 is secured to the forward transverse `channel member 32 by a bolt 343 surrounded by asleeve 35e of predetermined-length and a plurality of washers 35.2 `of equal thickness. The rear bracket 345 is similarly secured to the rear channel member 34 by a bolt 348. surrounded by a sleeve 3e@ and a plurality of washers 352. VThe web of each channel member 32 and 34 is provided with a plurality of spaced bolt holes 354, as clearly indicated in Fig, 6,Y these series of bolt holes being adaptedA 'to receive the bolts 348 lfor different positions of the side frames.

Either side frame can be moved forward relative to the main frame by removing one or more of the washers 352 from in front of the forward bracket 3&6 and transferring these washers' to the 'bolt 34B connecting the rear bracket 348 with the rear channel 34. Similarly, a side frame can be shifted rearwardly` of the main frame by removing one or more washers 352 frombetween the rear bracket 343 and rear channel 34 and placing these washers between the forward bracket 346 and front channel 32. By maintaining the same number of washers352 between the front channel 32 and the forward bracket 346 of each side frame, the two framesare maintained exactly opposite each other with the vwheels of the two frames in proper alignment.-

Theboltholes 33B in the upper flanges of the channel members of the side frame are elongated to permit such shifting of the,side frames, and the `bolt holes in the gussets which receive the bolts 344 are'similarly elongated for the same purpose, as clearly shown in Fig. 2. I l In .a country like Australia where it is frequently necessaryto operate over railroad tracks of two or thee different gauges in order to com-A plete aftrip between given points, it is especially desirable to have a, motor car which can be 'quick ly, 4easily and rapidly adapted from4 onev gauge to another by persons who are not especially skilled in mechanical structures. `Ari-important feature` of my motor car lies in the particular construction and arrangement of the various parts whereby this can be accomplished.Y

In this connection I wish to point out pa1ticu' larly vthat the several collars or clamps which prevent longitudinal displacement of the driving axles and brake shaft and which position the Vsteady bearings lengthwise of the drivingaxles y bolts which may bereadily loosenedor .completely removed to permit shifting` or transfer of theseY collars or clamps to accommodategthemotor car to different track gauges. I have also yfound it advisable to mark plainly on the crossfchannels 32 and 34 of the main frame and on the several arms projecting'from opposite sides of this frame, the track gauge from which each hole inthese parts is to be utilized so that in shifting the side or wheel frames for different gauges, an unskilled person can readily determine the proper bolt holes forv the bolts attaching theside frames 21.r and 24, gussets 34E) and brackets 341B totheap'- propriate members of the mainframe. SuchV markings for someof-the'boltholes are clearly indicated in Fig. 13, but no attempt-has been made herein to show -markings lapplied'tojeach', bolt-hole, as,` is preferably ldone in thei actual motor car.

In order Yto adapt my novel motor car yto la: different gaugejoiatrack, it is only necessary .Ito jack vup one side of the motor car at atime.- This vcan be easilyaccomplished by placing two jacks beneath the motor car withone jack under each of the main channel membersl 32 and-34 and between the longitudinal channels -28 and. 30, but nearest the longitudinal channel-ofthev side to be raised.v .Before shifting either wheel frame to a new position, it is desirable that the axles be scraped clean of accumulated dirtfor other matter whichv might be injurious to the axle bearings or housings, but this-jcanebe` accomplished by V*anyone with no speciall train-ing or experience. In order. to complete the adjust-.

ment of the first side frame, it lis `necessary. to Y makethe followingchanges -Thebolts 34Bwlf1i ch connect the front and-rear vbrackets A346 of that, side frame to the front and rear transverse chan; nels 32 and 34 must be rshifted `to the fnewposition. Y Y

The bolts 344 which -connect the .gussets to -the frame'arms and transverse channels` 32 land 34j must be` shifted to new positions and under some circumstances certain of the gussets may yhaveto be transferred from one side ofthe sideframe channel |18' to the other side the reoffas,exfY plained in the description of Figs,;10, 11-and12 showing the various arrangements of these gus'- sets. The-bolts connecting the `upper--ilangeof the longitudinal lchannel H8 of theside frame to the transverse channels and arms ofthe main frame-must -be shiftedto newpositions. "Ifhe clamps` 224 and 22B on the driving axles must; be

shifted to new positions and the clampror collar 312 and-354 onfthe brakeshaft must be transf ferred to new positions. l

,The connection` between therbrake lever and the motor car -is beingadapted for faitracle et,

39% inch Agauge the :righthand Y rear. aideI gcQllarvor clamp 226 is moved from` the position-shawn;

in Fig. 3 tothe position shown in Fig; 14 and the corresponding right-hand collar otthe front axle;- is transferredgto a similar location inthepositipn of the collar-226 shown in 14; --.This=,collar' accomplishes no particular purposeybutislocated in the particular position' shot/Has a convenient means of maintaining this collar readi-lyavalf able for re-application to its Ynormal position -on the driving axle when the motor c ar is adjusted for a widervga-uge. When the motor car i s.ad

rear axle collar 226 and the righthand steady bearing axle clamp 252 must be shifted from the position shown in Fig. 3 and these clamps are preferably located as shown in Fig. 13. The corresponding clamps of the front axle are also shifted to a similar position.

After one side of the frame has been adjusted to the nevi7 position, the other side of the motor Car is jacked or blocked up, and this other side frame is then shifted to the new position. The proper alignment of the frames relative to the main frame is perfectly maintained by simply keeping the same arrangement of the sleeves 359 and Washers 352 on the aligning bolts 348.

A further feature of my invention lies in the interehangeability of the driving axles and brake rod, the Wheel pedestals, steady bearings, clamping collars, and other duplicated parts. This greatly simplifies repair problems and minimizes the number of diierent kinds of repair parts which need be available. The various parts can readily he manufactured by conventional machinery and processes and of conventional materials and these parts can be made strong and durable so that a minimum of service attention is required.

While I have illustrated and described only a single form of my invention, my invention is not limited to the particulardetails shown and described, but may assume numerous other forms and my invention includes all modifications, variations and equivalents coming Within the following claims.

I claim:

l.. A motor car of the class described, comprising a main frame, a motor mounted thereon, a transmission mounted on said main frame and connected to said motor, a pair of adjustable struts pivotally connected to said main frame, a tivo-nait sprocket Wheel journaled in the free end of each of said struts, chains connecting said transmission With said sprocket Wheels, said sprocket Wheels having hubs With square openings therethrough, a pair of side frames, bolts for attaching said side frames to said main frame in different positions to adapt said motor car to different track gauges, a pair of wheel pedestals attached to each side frame, a load axle wholly mounted in each of said pedestals, a wheel affixed to each of said load axles, said axles having square openings therethrough, a pair of identical live axles of square cross section, each slidably received in the hub of one of said sprocket Wheels and in a pair of aligned load axles, and adjustable clamps for holding said live axles against sliding movement relative to said Wheels and sprocket Wheels.

2. A motor car of the class described, com. prising a main frame, a motor mounted thereon, a transmission mounted on said main frame and connected to said motor, a pair of sprocket wheels, chains connecting said transmission with said sprocket wheels, said sprocket Wheels having hubs With square openings therethrough, a pair of side frames, bolts for attaching said side frames to said main frame in different positions to adapt said motor car to different track gauges, a pair of Wheel pedestals attached to each side frame, a load axle wholly mounted in each of said pedestals, a Wheel aflixed to each of said load axles, said axles having square openings therethrough, a live axle of square cross section slidably received in the hub of one of said sprocket Wheels and in a pair of aligned load axles, and

adjustable clamps for holding said live axles against sliding movement relative to said Wheels and sprocket Wheels.

3. A motor car of the class described, comprising a main frame, a motor mounted thereon, a transmission mounted on said main frame and connected to said motor, a pair of adjustable struts pivotally connected to said main frame, a hub journaled in the free end of each of said struts, a two-part sprocket wheel detachably mounted on each hub, chains connecting said transmission with said sprocket Wheels, means adjusting said chains, said hubs having' square openings therethrough, a pair of side frames, means `for attaching said side frames to said main frame in diierent positions to adapt said motor car to different track gauges, a pair of Wheel pedestals attached to each side frame, a load axle separately mounted in each of said pedestals, means preventing displacement of a load axle from its pedestal, a Wheel ailxed to each of said load axles, said axles having square openings therethrough, each of said openings having a central enlargement, a live axle of square cross section slidably received in the hub of each of said sprocket wheels and in a pair of aligned load axles, and adjustable clamps for holding said live axles against sliding movement relative to said wheels and sprockets.

4. A car adapted to be used onV railroad tracks of diierent gauges and comprising a main frame, a pair of side frames, means for securing said side framesto different portions of said main frame to adapt said car to tracks of dilerent gauges, said means permitting dierent positions of said side frames longitudinally of said main frame, Wheels carried by said side frames, separate means associated With each side frame for determining its position longitudinally of said main frame, diagonal gussets for attaching each side frame to said main frame, and means providing for location of said gussets on diierent sides of their side frames for different track gauges.

5. A motor car of the class described, comprising a main frame, a pair of side frames, Wheel pedestals attached to said side frames, each wheel pedestal carrying a pair of ball bearings, a load axle mounted in said bearings, means preventing displacement of said axle from said bearings, said load axles having tapered wheel receiving ends, Wheels mounted on said tapered ends, driving axles slidably received in said load axles, and means on said main frame for driving said driving axles.

DWIGHT RICHARDS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

